Elevator.



M. G. SCHWAB.

ELEVATOB. I

Arrmcmlon f mm un. 2v, woe. 974,439, Patented NOV. 1, 1910.

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M. G. SCHWAB.

BLEVATOB.

APPLICATION FILED APB.27,1909,

Patented Nov. 1,1910.

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M. C. SUHWAB.

ELEVATOIL APPLIUATION FILED APB. a7, 19091 974,439. Patented Nov; 1,1910.

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M. C. SCHWAB. ELEVATOR.

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M. C. SCHWAB.

A BLBvAToR. APPLICATION FILED APB. 27,1909.

Patented Nov. 1,1910.

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M. C. SCHWAB.

ELBVATOB.

APPLIoATIoN FILED APB. 21, 1909.

Patented Nov. 1, 1910.

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ELEVATOR.

APPLIOATLON FILED APR. 27,1909.

Patented Nov. 1, 1910.

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UNITED STATES PATENT OFFICE.

MARTIN C. SCHWAB, OF CHICAGO, ILLINOIS.

ELEVATOR.

To all whom it may concern:

Be it known that I, MARTIN C. SCHWAB, a citizen of the United States, residing at Chicago, in the county of Cook and State. of Illinois, have invented certain new and useful Injiprovements in Elevators, of which the following is a specification.

An application covering substantially the same subject matter as is covered by the present application was filed May 7, 1907, under Serial No. 372,446.

The invention relates to mechanism for automatically stopping an elevatorv car or cars under certain hereinafter mentioned conditions. All of the several novel features described in this application are applicable to that class of elevator apparatus in which a plurality of cars are arranged in the same shaft or well, one above the other, and are capable of moving both upward and downward therein, each car being capable of being operated entirely independently of the other, excepting when the automatic stop,- ping mechanism is set in action by the approach of the cars to within a predetermined distance apart. Some of its novel features are applicable to this class of elevator a paratus only, and some, namely, those reating to the top and bottom limitstop mechanism, are equall applicable to this class and also the class 1n which only a single car is operated in a single shaft or well.

The purpose of the present application is to cover and include 1n its claims those novel features that are equally applicableother, these latter features lbeing covered and included in an application which is a division of this application, filed April 22, 1910, Serial No. 556,991.

In its broadest aspect, the invention is not concerned with the character or construction of the mechanism for counterbalancing, operating or controlling the car orcars, and while some of its features are Specification of Letters Patent.

Application filed April 27, 1909.

Patented Nov. 1, 19110.

Serial No. 492,587.

thus equally applicable to all elevators, regardless of the construction of their operating' or controlling mechanism, or the number of cars in each shaft, others are specifically applicable to elevators having electric controlling mechanism, while stillothers are specifically applicable to elevators having hydraulic operating and controlling mechanism. These latter are herein claimed only generically.

When two cars are operating in the same shaft it is desirable that automatic mec-hanism be provided for stopping them when they approach to with-in a predetermined distance apart, either when both are moving in the same direction or in opposite directions, or when one is standing still and the other is moving toward it, and this predetermined distance may be the distance between any desired number of loors-say three. It is also desirable that each car shall be absolutely free to be operated entirely independently of the other, as if the latterwere not present, excepting when the automat-ic stopping mechanism is in action. It is also desirable that even after the automatic stopping mechanism has acted, either car may be moved away from the other, excepting, of course, when the car tov be moved is controlled by the limit stop, at the top or bottom of the Well.V It is also desirable that when the lower car is at its bottom limit, the

vmechanism for automatically stopping the stopped when they reach their upper andv lower limits, respectively. It is also desirable that the stopping of the cars upon coming Within a predetermined distance apart be accomplished by the di-rect contact of suitable devices carried by the cars them-- selves. It is also desirable that all antomatic stopping be accomplished by the direct contact of suitable devices one, at least,

of which is carried by the car and one ofV which is capable. of receding to permit the car, if running at high speed, to continue to Inove a short distance after the automatic stop mechanism has acted. It is also desirable, in the case of an electrically controlled elevator, that the automatic stopping of the car be accomplished by rendering the operators controller-lever inoperative.

The object of the present invention is to provide means for accomplishing all of these desirable results and others hereinafter described, and to this end the invention consists in the features of novelty that are hereinafter described.

1n. the accompanying drawings, which are made a part of this specification: Figure 1 is a diagrammatic elevation of an electrically controlled elevator apparatus, having two cars in a single shaft, embodying the invention. Fig. 1a is a detail view showing a slight modification. Figs. 2 and 3 are similar views, on a-larger scale, of the uper and lower cars, respectively. Figs. 2a an 3f* are details. Fig. 4 is a similar view of the upper car, showing a modification in the construction of the switch and its operating mechanism. Fig. is a similar but fragmentary view showing a modification of the mechanism for operating the switch of Fig. 4. Fig. 6 is an enlarged diagrammatic represent-ation of the Aswitch of Fig. 4 and of the signal lamps, the controller the circuit breaker and the circuit including them. Fig. 7 is an enlarged elevation of the Switches and other parts of the mechanism for preventing the cars from colliding and the bottom limit switch of the upper car. Fig. 8 is a side elevation, on a still larger scale, of the controller. Fig. 9 is a. plan view of the upper car shown in Fig. 4. Fig. 10 is a diagrammatic elevat-ion of the two electrically controlled cars showing the application of the invention, under another modification, to only the mechanism for preventing the cars from colliding. Fig. 11 is a diagrammatic elevation of a single elect-rically controlled car showing the application of t-he invention under another modification to only the limit-stop mechanism. Fig. 12 is a diagrammatic elevation of two hydraulically operated and controlled cars showing the application of the invention thereto. Fig. 13 1s a similar View showing the application of the invention, under another modification, to only the. mechanism for preventing the cars from colliding. Fig. 14 is a diagrammatic elevation of a single hydraulically operated and .controlling car showing the application of the invention under another modification, to only the limit-stop mechanism. Figs. 15 and 16, are respectively an end elevation and an axial section on a larger scale, of a limit-stop valve of a hydraullc elevator, such as is now in common use.

C and CZ represent the two elevator cars located in the same shaft or well and runA ning upon a pair of guides 1. r1`he means for counter-balancing and operating or propelling the cars are not shown in the drawings because they form no part of the present invention. Suffice it to say that they are so counter balanced, and their operating mechanisms are of such construction, that, excepting as hereinafter described, each car may run both upward and downward in the shaft independently of the other car. This type of elevator is more particularly adapted for use in lofty buildings. It is the intention in practice, that the upper shall run as an express car, to, say, the middle floor of the building and as a local car for the upper floors, while the lower car shall be run only to, say the middle floor of the building as a local car for the lower floors, but it is nevertheless desirable that the lower car may, if desired be used to serve the upper floors also. The operating mechanism for the cars may be of electric, hydraulic, or any other type, and if desired the upper and lower cars may be operated by mechanism of different types-say electric for the upper and hydraulic for the lower.

Each of the cars carries a controller, C, for a circuit, a portion of which is shown at 2, which includes an electro-receptive device of any suitable construction for controlling the motor mechanism, and the Controller itself may be of any construction that will answer the requirements hereinafter described. The details in its construction are not shown in the drawings excepting in so far as it is necessary to show them in order to fully understand the invention. In Figs. 6 and 8 it is shown as having a suitable casing, 3, containing its mechanism which includes a projecting shaft, 4, upon which is mounted a lever 5, the shaft and lever' being normally connected by a key, 6, carried by the lever and occupyin a groove, 7 in the shaft. The shaft is hel normally in position, and is returned thereto when unrestrained, by means of a spring, 8, the central portion of which is attached to the shaft at 9, the portions of the spring on the opposite sides of its point of attachment to the shaft being wrapped one or more times around the shaft and its ends crossed and carried off from the shaft at tangents, in the form of the letter V. A pin, 10, carried by the casing, 3, engages the ends of the spring at the crotch and limits their movement toward each other, while two pins, 11, carried by the lever, 5 also engage said ends, respectively. With this arrangement, when the lever is moved from its central position, one of its pins, 11, will engage one of the projecting ends of the spring and thereby put the spring under tension so that when the pressure upon the lever isvreleased the spring will return it, and through it, will return are carried y the car.

the shaft 4, to central position The key, G, is in fact the core of a solenoid, 12, which is carried by the lever' and said key is held normally in engagement with the groom of the shaft by a spring 13, but when the solenoid is energized it will withdraw the key from engagement with the shaft, so that the spring re-acting upon the shaft will restore it to central position. This is a practical means for normally connecting the lever and shaftland for disconnecting them upon the energizing of the solenoid, but I desire to have it understood that any other means for accomplishing these results may be substitutedtherefor and still be within the scope of the invention.

The circuit 14, which includes thc solenoid -extends to any suitable source of electrical energy, either carried by the car or ott of the car and includes an alarm or signaling device-A, a circuit breaker B, and a pair of normally o cned contacts 15, all of which The circuit breaker may-be of any desired construction and is provided with a push button 16, lated within convenient reach of the o erator so that he may open the circuit and energize thesolenoid whenever he desires to-reestablsh his control over the controller through the medium of the controller-lever. The device A, may be leither an audible or a visual alarm or signal. Preferably it con- -sists' o-'a pair of lamps 17, arranged in mul- 1tiple.'}=The parts thus far described are duplicated on the two cars.

The contacts 15, of the upper cars are controlled b aswitch S, which is carried by a weight' '2 (which also performs the function of a tappet and is hereinafter so called when that function is concerned) and this weightis supported by a rope or cable 18 (preferably made of hemp) which passes over a stationary pulley 19 on the top of the. car, thence over a traveling pulley 2O and has its end secured to the car as at 21. The shaft of the pulley 20 travels on tracks or ways 22 and is limited in its travel by stops Q3. A yoke 24. engages the shaft of the pulley Q0 and to itis connected one end of a cable 25 which passes over a fixed pulley 26 and carries at its other end a take-up weight lV. This mechanism constitutes a differential take-up (D) for taking up the slack in the cable 1S when the downward movement of the weight T2 is arrested and the upper car continues to move downward, or when the lower car lifts the n-'eight T2. It will be seen that with the arrangement .shown the differential is two to one so that the take-np weight moves only one half as fa'r as the weight T2, the object of this being to limit the travel of the weight V, to a distance not. exceeding the height of the car, the intention being that this weight. sha-ll be contained within a hollow pilaster built in the car. In passing from the weight Tgvto the pulley 1S), the cable 18 passes between two pulleys 2S and 25) which are supported by hangers 3() depending from the bottom ot the car, the object heilig to hold the weight well to the side of the elevator shaft and permit it to travel close to the guide rail 1, the weight being preferably formed with a groove which receives the guide rail as shonui in Fig. 2, It will be understood that the cable 18 contains portions of the wires of the circuit 14 and that fromv the point 21 at. which the cable is anchored to the car (or other part), the circuit ,runs vto include the devices A, B, and C and. :the source. The weight T2 is heavier than'the weight 1V so that when not restrainedwthe weight. T2 will hold the weight lV: rin its vuppermost position and will, itself, beil1eld=by the cable 18 at such4 a distance below tllezbottom of the upper car thatwhenthetwiog cars approach to lwithin the aforesaidszpredetermined distance apart, (say three floors) :the

push button of-the switch S', w-lloome in contact with the tappet Tf onr-thellowencar, and thereby close the circuit 14 at the switch S', thus energizing the solenoid-of 'the controller C, of the upper car and disconnecting the controller-lever from its shaft,"zallowing the shaft to berreturned to stopfposition (The term tap et as usedinthiss'pecication is intende to mean any part, .ora Isurface of any part, of -whateverr-namegvwhich is adapted to strike or' engage thepush button or equivalent part of a switch foroperating it). The car may continue -toftravel some distance after the action last described takes place, with a tendency t-ozslacken the cable 18, but this slack is instantly taken up by the take-up mechanism D. i l

Assuming that the lower car is above its bottom limit, when the switch S contacts with the tappet T, a similar switch S2 on the lower car contacts with a tappet or contact surface on the weight T2 and closes the circuit 14 of the lower car at the contacts 15, so that the solenoid of the lower car is operated in like manner and with, a like result so that if both cars are in motion, both will be stopped, or if one is at rest the other will be stopped. As shown in Figs. 1, 2, 3 and 7, the buttons of the switches S andl S2 are arranged to pass each other as the tap- -pets T and T2 -approach each other, so that the buttons of the switches contact directly with the tappets, but if desired they may be arranged direct-ly in line with each other as shown in Fig. 1a in which case the buttons will come in contact with each other and act as tappets for closingr the switches. With this construction and arrangement it will be seen that the cars are eapableof-being operated independently of each other, either upward or downward until they reach-the aforesaid predetermined distance apart,

this is done he may whereupon their automatic stoppingl mechanism will be set in action, and the moving car or cars stopped. As before intimated, the cars may not, and in most cases will not, stop instantly and this makes it necessary to use a tappet that will recede relatively to the car or other part supporting it, and when this receding t-appet 1s supported by a cable it becomes necessary to use take-up mechanism for drawing the slack out of the cable. The closing of the circuit 14 also 0perates the alarm or signal A and it will continue to operate until the circuit is again broken.

If the operator of either car desires to;

move his car he breaks the circuit at B and thereby is enabled to reestablish mechanical connection -between the controller-lever and.

occasion-for doing so mayfarise when thelower car is at its bottom limit and the upper Vcar reaches the-third floor.l In this eventgfunless means such as are hereinafter described are rovided for preventing it, the

per *car-willi be automatically stopped at e -third Hoorn'.l Inl order to again start it and'continue to the rst Hoor it is simply znecessary for the operator'to o en the cirso' long as roceed downward uncui-t eat B, and hold it open, an

til -his car strikes the ower car. This would be the case with the .arrangements shown in Figs. 4 5 and 10 and also with the arrangements shown in Figs. 1, 2 and 3, if the mechanism now described were not used.

To prevent the stopping of the descent of the upper car at the third floor when the lower car is at its bottom limit, in the basement of the pit, a vert-ical rod 31 is mounted on the lower car so as to be capable of a limited vertical movement relatively thereto when the lower end of the rod comes in contact with the post 32 at the bottom of the well. The upper end of the rod is located directly in the path of the weight T2 but in its normal or lowermost position its upper end does not project far enough above the lower car to contact wit-h said weight. An instant before the lower car reaches its lower limit, the rod 31 comes in contact with the post 32 and the downward movement of the rod is stopped while the car continues downward to its lower limit; The effect of this relative movement of the car and rod is to cause the upper end ofthe rod to project above the car as shown in Fig. 7, far enough to engage the weight T2 before the switch S comes in contact with the tappet of the lower car, and thus the closing of the circuit 14 of the upper car at the switch S is -14 at contacts.V 33, thereby, stopping i.. Thev tapmeuse stop now to be described.

In addition to the terminal 15 the circuit 14 of the upper car has terminals 15 carried by the weight T2 and-controlled by la switch S3, the button o f which is located at the top side of the Weight T2. The weight T2 hav.- ingbeenarrestcd byA the rod 31 remainsat rest andas the upper car reaches its lower limit (the first floor) atappet l"1"*.carried by the switch resulting in the stopping ofthe upper car in they manner alreadydescri-bed.

'When both cars are at their lower limits, the

upperhvcar maybe started-upward but the lower car cannot ascend' any considerable distance while the upper car: isat its lower limit, because even aslight upwardl movement of the lower car--whilethe upper car isatitslower limit ,willbrin the switch S2 .into ,con'tact with theweight and thereby lclose the circuit 14 of the lower car.

' v. `As the upper car approaches itslu'pper limit af switch S* carried by it-comesin contact with a tappet T* and closes thecircuit the car in the manner already describe et T. is in the form of ai wei ht supported y a..suspendedcable.18 an theifslack in this cable is taken up by a' differential takeup mechanism D supported at the top of the shaftand constructed preciselylike the take-up mechanism D, shown on-the top of the car C', corresponding partsof the two take-up mechanisms .being designated by similar reference numerals with thel addition of the exponent (a) to the numeralsA ap lied to the parts of the take-up mechanism D at the top of the shaft. Having reached its top limit in order to start the upper car downward, it is necessary to open its cir- -cuit 14 at B and hold it open until the switch S4 has passed out of engagement with the tappet T4.

In addition to the contacts 15 the circuit 14 of the lower car has contacts 34, (corresponding with the contacts 33) which are controlled by a switch S5 carried by a weight 1V supported below the car by a rope or cable 18b which rope 'or cable is in turn supported by differential take-up mechanism D2 supported beneath the car and constructed preclsely like the differential takeup mechanism D, similar `)arts of both being indicated by the same re erence letters with the exponent b, added to the characters indieating the parts of the take-up mechanism ipper car closes thec1rcuit14-.at the' circuit 14. This forms a lower limit stop which operates in the manner already described with reference to the top limit stop. In order to start the lower car upward thel circuit must be opened at B -and held open until switch S5 has moved out ot' engagement with the tappet T5.

Instead of constructing the lower limit stop of the lower car as just described it may be constructed as shown in Fig. 12. In this figure the terminals 34, and the switch S5 are carried by the car andthe tappet T5 is carried by the post 32 which is capable of movingr vertically in a suitable socket and is held normally in its elevated position by a coiled spring 35, sol that the tappet is capable of receding when struck.

In the form of the invention shown in Fig. 4, the contacts 15 of the upper car are carried directly by the car and are controlled by a trip switch S6 which is more clearly shown in Fig. 6. It consists of two arms 36 and 37 disposed at right angles to each other and fulcrumed to a suitable partof the car at their junction 38. These arms are so located that one or the other of them at all times lies in the path of the shaft T of the traveling pulley 20, which forms a tappet for striking that arm of the switch which is for the time being in its path and thereby throwing the switch in one direction for the purpose of closing the circuit 14 at the contacts 15, and in the other direct-ion orthe purpose of opening the circuit, an aiding spring 39 being provided for aiding the movement of the switch past its central position and yieldingly holding it either open or closed, as the case may be. It will be observed that when the movement of the weight T2 is arrested the continued downward movement of the car C will permit the take-up weight 1V, to draw the traveling pulley 2() to the right (as shown in Fig. 4) and thereby take up the slack in the cable 18 and at the same time trip the switch S6, so as to close the circuit 14 at the contacts 15, with the results already described. Upon a. reversal of the movement of the upper car, or upon a downward movement of the lower car away from contact with the weight T2', said weight will overcome the weight 1W and restore the parts to the positions shown in full lines in Fig. 4, and thereby again open the circuit 14 at the contacts 15.

In the form of t-he invention shown in Fig. 5, the cable and pulley take-up mechamsm is dispensed with and in place thereof a weight in the form of a rod W72 is used. This rod is supported by the car C through the medium of a collar 41, so as to be vertically movable relatively to the car and terminatesI at its lower end at about the same distance from the bottom of the car as does the cable 1S. Its lower end constitutes a tappet Tl cooperating after the manner of the weight or tappet T2 with the switch S2 of the lower car for closing its circuit 1.4. Near the upper end it carries a tappet T7 cooperating after the manner of the tappet TG for operating the switch Su of the upper car and closing 1t at the contacts 15.

Figs. 1, 2, 3, 4 and 5 show arrangements in which the circuit 14 is provided with open contacts on each car and a switch on each car controlled by a tappet controlled or carried by the other car for operating said switch, while in Fig. 10 the circuit 14 is led to both cars and controlled by a single switch S2 carried by the lower car and cooperating with the tappet T2 carried by the upper car. This figure shows the invention in its application to only the mechanism for preventing the cars from colliding when they approach each other to wit-hin a predetermined distance apart, while Fig. 11 shows the invention applied only to the mechanism for stopping a single car at the top and bottom limits of its travel. The mechanism for stoppin it at its bottom limit has already been escribed in connection with Fig. 3. That for stopping it at its top limit is constructed as shown in Fig. 4 excepting that the take-up mechanism D3 is notditferentiahthe tappet- T4 being carried by one end of the cable 18C which passes over two ixed pulleys 19c and 26c and has the weight IV, attached to its other end, the cable being passed one or more times around one of the pulleys in order to prevent its slipping. The foregoing description assumes that the elevator carv or cars may be operated by any type of motor the starting and stopping of which in the ordinary running of the elevator may be accomplished by any suitable form of electroreceptive device arranged in the circuit 2. This is what is known as an electrically controlled elevator, but the invention is equally applicable to a mechanically controlled elevator such, for example, as shown in Figs. 12 to 15, inclusive.

In Fig. 12, the cars are equipped precisely as shown in Figs. 1, 2 and 3, excepting that the solenoids in the circuit 14 are not arranged in operative relation to the controller levers but are arranged, as shown at 45 in operative relation to suitable valves of the hydraulic motors of the respective cars, the apparat-us shown in this figure .being equipped with hydraulic mechanism for operating the cars and mechanical mechanism for controlling them. Each of the cars is sho-Wn as being provided with a controller lever 46 for operating a cable 47 which embraces a sheave or pulley 48 which is suitably connected with a suitable valve of the hydraulic motor, all of which parts may bel of customary or of any desired construction.

The motor has also a limit stop valve 49 l which is shown somewhat in detail in Figs.

15 and 16 and which is indicated diagran'imatically in Figs. 12, 13 and 14. 'Ihe valve proper (not shown in the drawings) has a shaft 50 to which is secured a gear wheel 51 the under side of which carries a weight which holds the valve normally .in its open position and returns it thereto when unrestrained. Meshing with the gear Wheel 51 is a pinion 53 on the shaft of a drum pulley 54 around which passes the customary standing stop rope 55 having buttons 56 that are adapted to be engaged by an arm 57, which latter may be carried directly by the car or by the traveling sheave frame. Secured directly to the valve shaft 50 is a lever 56a the end of which is connected by a link 57a with the core 58 of the solenoid 45. With this arrangement it will be observed that in lthe absence of the automatic closing of the circuit 14, the stop valve 49 will operate in the customary manner for stopping the car at the top and bottom limits of its travel. It is also apparent that upon the automatic closing of the circuit 14, the solenoid 45 will be energized and the lever 56a and other parts w1ll be moved to the positions indi! cated by dotted lines in Fig. 15 thereby operating t-he valve 49 precisely as it would be o erated by movement derived from the stan ing cable 55.

In the modification shown in Fig. 13 the invention is shown only in its application to the automatic mechanism for stopping thc cars upon their approach to within a predetermined distance of each other, and the equipment for this purpose is substantially like that shown in Fig. 10, excepting that mechanical controllers 46 are substituted for electrical controllers C and the solenoids of the circuit 14 of the two cars arearranged in operative vrelation to suitable valves of the motors, :instead of in operative relation to the controller-lever.

In Fig. 14, the invention is shown in its application to the to and bottom limit stops of a single car The stopping of thecar at each of its limits is accomplished by completing a circuit 14a through the solenoid 45 whereby the valve 49 is operated. This circuit has a pair of contacts carried by a Weight Wl which is supported by a cable 18a and differential takeup mechanism D2 constructed and arranged precisely like that shown in Figs. 1 and 3. .The Weight carries a switch S7 which is adapted to close the circuit 14a when it is struck by a tappet TT on the top of the car. For stopping the car at its bottom limit mechanism like that at the top of Fig. 11 is used. A switch SS is supported by the post 32 and arranged in the path of a weight T8 forming a tappet, said'weight being suspended from the bottom of the car by take-up mechanism D3.

The herein described stops for stopping the car at its top and bottom limits, where only a single car is operated in a .single shaft, or for stopping the upper car at its top limit and l'the bottom car at its lower limit, Where two cars are operated in one and the same shaft are not intended to, and do not operate at each ascents and descent of the car for stopping it with its floor flush with the top and bottom landings, andthus relieving the operator of his duty to do so, but are supposed to and do operate in the event of his failure to stop the car at the landings. They operate by temporarily putting the vital parts of the controller out of his control and shifting them to stop positions, so that they automatically cause the car to be stopped, while at the same time leaving it possible for him to reestablish his control over the controller, so that he may again start the car in the proper direction. r1`hey are not intended to super# sede the final limit stops, that are now customarily used on all electric elevators, but are auxiliary thereto and are arranged to operate in advance of said final limit stops, sothat if the limit stops herein described fail to operate, the final limit stops, being in reserve, will with absolute certainty, stop the car when they are tripped and will put the car absolutely beyond the control of the operator until they are reset by the engineer. These final limit stops, customarily used, are not shown in the drawings because they are Well understood by those skilled in the art, a peculiarity of them being a trip which when once operated must be reset manually.

The limit stops herein described are particularly valuable on elevators having a single car operating in a single shaft, and I prefer to construct them as herein shown and described, but they may be used on elevators having a plurality of cars operating in a single shaft and they may be variously constructed and still be within the scope of my invention.

What I claim as new and desire to secure by Let-ters Patent, is-

1. In an elevator apparatus the combination with a car and means for operating it, said operating means including a controller mounted upon and carried by the car, of a cable carried by the car and depending therefrom, a weight suspended by said cable, said car and weight being movable relatively to each other, means for relatively moving them, and means operated by the relative movement of the car and weight for automatically shifting the controller to stop position and thereby stopping the car.

2. In an'elevator apparatus, the combination with'a car and the suspended Weight movable relatively to each other, of means for automatically stopping the car, said means having an electric circuit including a llU switch adapted to be closed b v the relative tively to each other, of an electric circuit movement ot.' the weight and the car, an electro-receptive device in said circuit, and means operated by said electro-receptive device for stopping the car.

3. In an elevator apparatus, the combination with a car and a suspended weight movable relatively to each other, of means for automatically stopping the car, said means having an electric circuit iut-hiding a switch carried by the weight and adapted to be closed by the relative movement ot the Weight4 and car, an electro-receptive device in said circuit and means operated by said electro-receptive device for stopping the car.

'4. In an elevator' apparatus the combination with a car and a suspended weight movable ,relatively to each other, of means for automatically stopping the car. said means havingan electric circuit including a switch carried b the car and adapted to be closed by the re ative movement of the Weight and car, an electro-receptive device in said circuit, and means operated by said electro-receptive device for stopping the car.

5. In an elevator apparat-us 4the combination with a car, means including a controller for operatingit, and a suspended weight, said rWeight -and car being movable relatively to each other, of an electric circuit havinga switch adapted to be operated by the relative movement of the weight and car, an electro-receptive device included in said circuit and means operated by said electro-receptive device for stopping the car through the medium of the controller.

6. In an'elevator apparatus, the combination with a car, means including a controller for operating it and a suspended Weight, said weight and car being movable relatively to each other, of an electric circuit having a sivitch carried b v the Weight and adapted to be operated by the relative movement of the weight and car, an electro-receptive device included in said circuit, means operated by said electro-receptive device for disconnecting the controller lever from its shaft, and means for returning the controller shaft to stop position.

7. In an elevator apparatus, the combination with a car, means including a controller for operating it. and a suspended Weight, said weight and car being movable relatively to each other, ot. an electric circuit having a switch carried b v the Weight and adapted to be operated by the relative movement of the weight and car, an electro-receptive device included in said circuit, and means operated by said electro-receptive device for stopping the car through the medium of the controller.

8. In an elevator apparatus, the combination with a car, means including a controller for operating it, and a suspended weight, said weight and car heilig movable. relahaving a. switch carried by the car and adapted to be operated by the relative movement. ot the weight and car, an electro-receptive device included in said circuit and means operated by said electro-receptive device for stopping the car through the medium of the controller.

9. In an elevator apparatus, the combination with a car, means for operating it, and

a controller mounted on and carried by the car. said controller including a lever and a shaft upon which the lever is loosely mounted, of means for automatically stopping it, said stopping means including a receding weight suspended above the car, an electric circuit having a switch adapted to be operated by the relative movement of the weight and car, an electro-receptive device in said circuit. and means operated by said receptive device for stopping the car.

10. In an elevator apparatus, the combination with a car and means including a controller for operating it, of means for automatically stopping it, said stoppinglneans including a receding Weight suspended above the car, an electric circuit having a switch adapted to be operated by the relative-movement of the Weight and car, an electro-receptive device in said circuit and means operated by said electro-receptive device for st-opping the car through the medium of thereontroller. i l

l1. In an elevator apparatus, the combination with a car, means foropera-tin'g it, and a controller mounted on and carried by the car, said cont-roller having an operating lever and a shaft upon which said lever is mounted, of means for automatically 'stopping it, said stopping means including a receding weight suspended above the can, an electric circuit having a switch adapted to be operated by the relative movement ot the Weight and car, an electro-receptive device in said circuit, means operated by said electro-receptive device for disconnecting the controller lever from its shaft, and means for returning the controller shaft to stop position.

12. In an elevator apparatus, the combination with a car and means for operating it, of means for automatically stopping it, said stopping means including a weight, a cable suspending the weight above the car, mechanism for taking up slack in the cable, an electric circuit having a switch adapted to be operated by the relative movement of the car and Weight, an electro-receptive device in said circuit and means operated by said electro-receptive device for stopping the car.

13, In an elevator apparatus, the combination with a car and means for operating it, of means for automatically stopping it, said stopping means including a Weight, a cable suspending the Weight above the car, differential mechanism for taking up slack in the cable, an electric circuit having a switch adapted to be operated by the relative movement of the car and weight, an electro-receptive device in said circuit and means op erated by said electro-recepti\'e device for stopping the car.

14. In an elevator apparatus, the combination with a car and means for operating it, of means for automatically stopping it, said means including a. weight suspended below the car and movable relatively thereto, an electric circuit having a switch adapted to be operated by the relative movement of the weight and car, an electro-receptive device insaicl circuit and means operated by said electro-receptive device for stopping the car. l, 15. In an elevator apparatus, the combination with a car and means for operating it, of means for automatically stopping it,

said means including a weight suspended below the car and movable relatively thereto, an electric circuit having a switch carried by the Weight and adapted to be operated bythe relative movement of the weight and car, van electro-receptive device in said circuit, and means operated by said elect-roreceptive device for stopping the car.

16'., In an elevator apparatus, the combination with a car and means including a controller for operating it, of a weight suspended below the car and movable relatively thereto, a circuit having a switch adapted to .be operated by the rela-tive movement of the weight and car, an electro-receptive devicefiu said circuit and means operated by the electro-receptive device for stopping the car through the medium of the controller.

17. In an relevator apparatus, the combination with a car and means including a controller for operating it, said controller .including a lever and a shaft upon which it is loosely mounted, of a weight suspended below the car and movable relatively thereto, an electric circuit having a switch adapted to be operated by the relative movementof the Weight and car, an electro-receptive device in said circuit, means operated by said electro-receptive device for disconnecting the controller lever from its shaft and means for returning the controller shaft to its stop position.

18. In an elevator apparatus,` the combination with a car, and means for operating it, said means including a controller, adapted to be operated manually, located on and carried by the car, of coperating devices adapted to engage and disengage each other, one of said devices being carried b v the car, automatically operating means made operatiife by the engagement of said cooperating devices for automatically putting the controller out of the control of the operator, and mea-ns for automatically shifting the `controller to stop position.

1f). In an elevator apparatus, the combination with a car and means for operating it. said means including a controller, adaptc/.l to be operated manually, located on and carried by the car, said controller comprising a lever and a shaft adapted to be connected with or disconnected from each other, of means for automatically disconnecting them, and means for automatically shitting the shaft to stop position, said n'icans for automatically disconnecting the lever and shaft including two devices, one of which is mounted upon the car, while the other is stationary relative thereto and which devices by their contact with each other condition the means for automatically disconnecting the lever from its .shaft to operate.

20. In an elevator apparatus, the combil nation with a car and means including a controller for operating it, said controller including a lever'and a shaft upon which the lever is loosely mounted, of an electric circuit having a switch, an electro-receptive device in said circuit, and means operated by said electro-receptive device for disconneeting the controller leverv from' its shaft, said last named, mea-ns including two mechanical devices, one of which is mounted upon and carried by the car, while the other is stationary relative to the car, which devices, bytheir contact Wit-h each other, condition the means for disconnecting the con.- troller lever from its shaft to'operate.

l 21. In an elevator apparatus, the combination' with a car and means including a controller for operating it, of an electric circuit having a switch, an electro-receptive device in said circuit, means for operating said switch', said last named means including two mechanical devices, one of which is mounted upon and carried b the car While the other is stationary relatlve thereto and adapted by their contact with each other to close said switch, means operated by said electro-receptive device for stopping the car through t-he medium of the controller, and a circuit breaker under the control of the operator for breaking said circuit.

22. In an elevator apparatus, the combination with a car and means for operating it, said means including a controller, adaptedto be operated manually, located on and carried by the car, of automatic mechanism for putting the controller out of the control of the operator, means for automatically shifting the controller to stop position, means for automatically conditioning the last named means to operate, and means under the control of the operator for restoring the controller to operative condition.

In an elevator apparatus, the combination with a car, and means includin a controller for operating it, said contro ler including a lever and a shaft, of an electric for automatically operating the diseonnect- VitneSses:

ing means aioresald, and a push button for FRANK E. BALLARD7 controlling make and break connections of L. M. HOPKINS.

circuit having a switch, an electro-receptive Said circuit, said. push button being under device in Suid circuit, means operated by the control of the operator.

Said. electro-receptive device for diseonneetr ing the controller lever from its shaft, means MAR FIN C' SCHWAB' 

